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2 Sheets-Sheet 1 J. SADLER. Construction of Ships.

Patented Sept. 28, 1880.

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J. W. SADLE'R. Construction of Ships.

No. 232,651. Patented sept, 28,1880.

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UNITED STATES PATENT Ottica,

JOHN W. SADLER, OF GLASGOW, NORTH BRITAIN.

CONSTRUCTION OF SHIPS.

SPECIFICATION forming part of Letters Patent No. 232,651, dated September 28, 1880. Application led February 14, 1878. Patented in EnglandJnne 20, 1877.

To all whom @t may concern:

Beit known that I, J onN WILLIAM SADLER, of Glasgow, in the county of Lanark, North Britain, master mariner, have invented new and useful Improvements in Construction of Screw Steam Ships or Vessels and in their propelling or steering mechanism, which improvements are fully set forth in the following specification, reference being had to the accompanying drawings.

In the drawings, Figures 1 and 2 are a sectional elevation and a corresponding horizontal section, respectively, of the stern part of a screw Steamship, shown as tted with one modification of my said invention or improvements connected with the screw-propeller and its shaft, gearing, and fittings, and with the stern of the ship Vand its rudders, and Fig. 3 is a plan, on alarge scale, of the screw raising and lowering gear and the rudder steeringgear.

My invention relates to that class of screwsteamships provided with devices adapted for raising and lowering the screw when the vessel is in motion, and it consists in the peculiar construction and management of parts,

` which will behereinafter more fully described,

and then pointed outin the claims.

In carrying out my invention, I form the large deep narrow part of the keel Z, below the stern, sometimes termed the dead-wood,77 (where the screw shaft usually passes ont through a cylindrical tube or channel a little narrower than this portion of the keel,) of two frames, as seen at A A, each with an outer and inner skin or thickness of sheet-plating, A' A", in iron or steelships, or of planking in wood vessels, with angle iron or other frames A'" between them, and a deep narrow longitudinal radial angled orrectangular channel, B B', between the frames A A, formed with or having two vertical stern-posts, A2, at the eXtreme stern, instead of 011e, as formerly, joined below by Va strong sole or frame, B2, hollow at b for the water to pass through, with strengthening-ribs b' across, with a deep parallel vertical recess, B', on the inner face of and between the posts 'A2, narrow transversely-that is, just wide enough to allow the long bush or lignum-vit-packed bearing-block C ofthe stern neck-journal d of the screw-shaft D to be raised to the usual level, as seen at l l, or it might be higher out of the water, as indicated by the dotted lines 1 2, or lowered quite down, as indicated at 13, to near the level of the keel, all in a new or improved manner, as seen particularly in Fig. l, so that the screw E, which, under these improvements, is secured and keyed on the extreme or overhanging stern end of the shaft D, so that when the vessel is sailing in deep water it would thus work with its blades quite down below the bottom line z z of the keel Z of the ship in solid water, is not disturbed by the pitching motion or displacement of the ship. Theforward end of this stern-length D of the screw-shaft would be connected or coupled byauniversaljoint coupling, D', to the back end of the shaft D", passing out from the engine and engineroom, and when it is desired to get easily at and keep this universal-joint coupling D' dry it would be fitted in the compartment or well B'", close inside or in front of the stern stuffing-box tube F F', passing out through the end B" of the outer deep recess, B, the stuft'- ing-box F" of which would be made spherical and formed and fitted in two parts on a deep slide, F"', tted or mounted on the radially rising and falling ball-tube F F' of the screwshaft D on and over the strong planed water- 8o tight-jointed end plate, F2, jointed and bolted or otherwise secured, with an oblong slot in it over one in the end B" of the outer channel, B, all with the stuffingboxes F' and F" and universal -joint coupling D' within a watertight partition and dry well or chamber at B'", over which a cover might be fitted on the quarter or under deck, for the engineers getting in to inspect and tighten up the stuffing-boxes F' F" and connect or disconnect this universal-joint coupling D'.

. The said carrying or raising and lowering stern-journal bearing-block O in the screwshaft D may be formed as acollar and groove i bearing, as a thrust-block to take a part of the end-thrust off the universal-joint coupling D', or this could have its central steel ring or disk, D3, with its radial journal-arms D2, formed with a hard polished spherical center or ball at D3 between and working in 10o the spheroidal end of the shafts D and D", which could thus receive the end-thrust in propelling the vessel f'orward, and so relieve the strain upon the driving journal-arms D2, as seen in Fig. 1.

By one arrangement, as here shown in the drawings, the stern end of the screw-shaft D is raised and lowered through its carrying bearing-block G, which has two lateral journal-arms, c, working in hollow bearings c' in the two deep sliding and carrying brass screwblocks C', working in planed recessed guides B' on the inside of the stern-posts A2 of the stern-frames A A. These deep screw-nuts 0r bushes C' work on and are carried or raised and lowered each by a strong radial screw shaft or bar, C", working in a footstep-bearing, 0"', and upper or neck journal-bearings at 0"" in the stern part of the ship and on a deck-frame, C, where the upper ends of the screw-spindles C" could be fitted with spurwheels C2, turned by a central wheel, C3, gear ing into the wheels C2, and the central shaft of the wheel G3 can be driven by hand and toothed wheels or screw-gearing, or by small special single or double cylinder engines G4 for the purpose, as seen in- Fig. 3,'or chainwheel and chain from the windlass and hauling deck-engines in common use, or other equivalent gearing may be used instead of the screws C" for the raising of the stern bearing-block C and shaft D, such as vertical rods tted with screw or scroll racks, or links or chains worked by ordinary geared screws and scroll-wheels by hand or motive power.

The lateral swiveling stems c of the stern or neck journal bearing-block C might be made long enough to work quite through and through the slide-blocks c' C' of the carrying or raising and lowering screws C" when these are fitted to work through these blocks a little abaft or forward from these stems e, and likewise when this bearing-block C is carried or raised and lowered by any of these other arrangements of lifting and lowering gear.

Although the universal-joint coupling D of the screw-propeller shaft D has been described and shown in the drawings as placed and fitted inside the ship and stern stuffing-box tube F F', this being preferred for safety in case of breakage and convenience of examination and repair 5 yet still in many cases, as for the smaller classes of ships or short-voyage vessels, this coupling might be tted in the outer open chamber, B B, close up to the outer end of the stern stuffing-box tube F F', which in this case would be of the ordinary stationary construction heretofore used, and not require the ball-and-socket stufng-box F'l F"' and sliding frame F'" F2, described and shown.

Gonjoined with this arrangement of these improvements connected with the propeller two rudders, G, would be used, mounted to work close up to the stern-frames A A, preferably in a flush line or plane with the outside shell or wall, A", of the recessed or double stern-post A2 B B', and having the back edge, G', rather within and so as to work quite clear in front of and on each side of the stern-posts A2 and keel Z and propeller E. rllhe rudders would be jointed as usual, but to the vertical part A3 of the frame A, and would have the upper posts or spindle ends G" passed up through the bush-frames H on the deck, so as to be worked by any suitable gearing ranged and tted in a duplicate manner at the top of their rudder-posts on a portable frame, as H, on the deck, as shown in'one arrangement detached in section in Fig. 1 and in plan in Fig. 3, cach rudder-post G" having a screw-toothed quadrant segmental wheel, g, fitted on it, working into a screw on a horizontal spindle, g', revolving in bush journal-bearings hin the frame H, one on each side of the central hand-wheel or tiller-shaft, I, also carried in bush-bearings h' in the top ofthe frame H, and having a loose wheel, g2 and g", on each end of the shaft I inside the frame, gearing into corresponding pinions g3 g'", fast on the screw-spindles g'.

The central shaft, I, which has the steering hand spoked wheel l' keyed on its front end, is bored hollow and fitted with a central screw spindle, fi, screwed powerfully -out or in a short distance by the hand-wheel i', working by a collar-nut in its eye on the outer end of the spindle t' and in a thrust-socket, i", screwed or otherwise secured on the outer end of the shaft I, all so as to shift a duplex or friction grooved clutch, J, mounted on the center of the hollow shaft I, and secured by a collar, j, through a slot in this shaft to the inner end of the screwspindle t', and so as to take into one or other of the angled groove-and-Iring couplings formed on the inner face of each pinion g2 g", according as shifted and screwed up by the hand screw-wheel i', as desired, after both rudders G G have been placed in a line with the keel, as for engaging and working the port-rudder G, and simultaneously disengaging the starboard one, or, viceversa, engaging and working the starboard rudder at the same moment and by the same act disengaging the port rudder, the one rudder turning out from the port side and the other from the starboard side to port or starboard the ship, respectively, by the turning of the hand steering-wheel I', the one having rst been turned in toward the line of the keel before the other is turned outward therefrom to so port or starboard the ship. If desired, the rudders may be arranged to swing across or into the water-channel or free waterspace in the dead-wood by removing the braces connecting the stern-posts with the frame of the ship at the rudder-posts, or such of those braces as would prevent the free movement of the rudders inward.

The main stern-frames A A behind each rudder G G are formed each with a large open nearly-rectangular recess, a, through them, with strengtheningribs a' across, all so that in steering the outer' water is free to rush up through the openings b in the keel B2, into the chamber B B', and out through these openings a in the keel-frames A A, or out through the IOO back end, between the stern-posts A2,V over or under the screw-propeller, all as indica-ted by the arrows in Fig. 1-. y It is to be understood, however, that other arrangements of ruddergearing may be used, such as oscillating or sliding vanes working out through n arrowangled chambers under the port and starboard i quarters, the one being projected out into action as the other is drawn in out of action by suitable lever or rack-and-wheel gear.

When twin-screw ships are fitted on this new or improved system, the ordinary arrangement of central rudder would do, and `two doublecased vertical Vradial channels or chambers would be fitted one under each quarter, for the shaft of the port and starboard screw-shafts to be raised and lowered, with the screw-propeller quite forward in advance of the center stern-post, so that the ruddcrs could be put hard a-port or a-starboard without interfering .with the action of either screw.

Either or both screw-propellers, separately or simultaneously, could be raised and lowered by the screws or equivalent gearing, as hereinbefore described, to propel the ship in shallow water, or, in deep water, to give the improved action or propelling effect described in reference to the single-screw arrangement.

I claim- 1. A steamship or vessel providd with a rudder on each side of the dead-wood working in recesses forward of the stern-post, communieating with the central water-space or channel, said rudders being hung on pintles in the forward sides of such recesses and actuated conjointly orindependently, substantially as shown and described.

2. A Steamship or vessel provided with an open keel or free Water-channel, B B, having inlet and outlet Water-spaces b a, substantially as and for the purposes shown and'described.

3. In a vessel provided with double or starboard and port rudders, the combination therewith of an open keel or free-water channel, B B', having inlet and outlet water-spaces b a, substantially as shown and described.

JOHN W. SADLEB.

Witnesses:

JAivrEs H. HUNTER, A. BELL MALcoMsoN, Jr. 

